Supercharger for model motors



Mmh 2, 1943.

D. MESSNER SUPERCHARGER FOR MODEL MOTORS Filed Mar ch 22, 1941 I INVENTOR. QII RQLE MESSNER Patented Mar. 2, 1943 g UNITED STATES PATENT OFFICE SUPERCHARGER FOR MODEL MOTORS Daryle Messner, Des Moines, Iowa, assignor of one-hall to R. H. Killebrew, Des Moines, Iowa Application March 22, 1941, Serial No. 384,613

Claims.

vide a supercharger for motors that has great inherent strength and will resist normal bumps, crashes and the like.

A still further object of this invention is to provide a supercharger that is flexible in its utility, is easy to adapt to a motor and one that is economical in manufacture, durable and efficient in use.

These and other objects will be apparent to those skilled in the art.

My invention consists in the construction, arrangement and combination of the various parts of the device, whereby the objects contemplated are attained as hereinafter more fully set forth, pointed out in my claims and illustrated in the accompanying drawing, in which:

Fig. 1 is a side elevational view of a model motor with my supercharger mounted thereon and ready for use.

Fig. 2 is a side view of one of the shell portions of the supercharging unit with the impeller blade mounted therein.

Fig. 3 is a vertical cross sectional view of the supercharger and more fully illustrates its structure.

Fig. 4 is a cross sectional view of the friction drive and tension means employed in adapting my supercharger to a model motor and is taken on the line 44 of Fig. 1.

Every year there are more and more enthusiasts in the field of motorized models. This field includes model airplanes, boats, model racing cars and the like, and many thousands of model makers use small gasoline motors definitely rated as to piston displacement and horsepower, and classified in contents as to their size and power. As is well known, this motor is relatively ineflicient due to the lack of direct carburation and the fact that the oil must be mixed with the gas for the proper lubrication of the moving parts. The gasoline cannot be efiectively atomized when merely the created manifold pressure caused by the piston reciprocation is utilized and usually the motors do not act at the peak of their performance. I have overcome such disadvantages as will be appreciated and as will be hereinafter more fully set forth.

Referring to the drawing, I have used the nuwhich I will now describe. The numerals l4 and I5 indicate two shells which may be placed together on their center line for forming a housing. When these housings are placed together, a passage [6 is formed and the two shells may be placed together and held by any suitable means such as welding, riveting, bolts or the like. The numeral l1 indicates an impeller or fan blade secured to a shaft l8 which is suitably journaled in the shells l4 and I5. This fan blade may be of any desired shape for obtaining the greatest volume of output of air from the casing formed by the two shell members M and I5. The numerals I9 indicate a plurality of holes cut through the casings l4 and I5 and provide the air intake into the fan housing. The numeral 20 indicates a spiral vane formed adjacent the end portion of the tube It for causing an air turbulence when the air is forced through the tube. The numeral 2| indicates a flexible tube having one end in communication with the tube l6 and its other end designed to be introduced into the air intake II of the motor The shells l4 and I5 forming the fan housing may be secured to the crankcase I2 or any other suitable portion of the motor by any means adaptable between the motor and the housing. I have shown the housing secured to the crankcase of the motor through the medium of a bolt 22 as shown in Fig. 3. The numeral 23 indicates a bearing block in which the shaft I8 is rotatably mounted. This bearing block has connected thereto a spring or other yielding means 24 which in turn is secured to the crankcase l2 of the motor. The numeral 25 indicatesa friction drive wheel rigidly secured to the outer end of the shaft I8. I have used the numeral 28 to indicate a drive wheel rigidly secured to the crankcase shaft l3 of the motor III.

In use the supercharger is secured to the crankcase of the model motor, the friction wheel 25 is brought into contact with the drive wheel 26 and the yielding means imposed between the motor and the hanger member 23 tends to hold v the spiral ridge 20, there will be a definite turbulance in the air as it passes through the tube II and picks up the gasoline drawn into the motor III. This turbulence of air increases the atomization of the gasoline, breaking it down ration of the gas is more uniform and therefore, I

greater efllciency is obtained from a less amount of fuel charge. 7

By using a semi-flexible shaft l8 and having the whole supercharger unit flexibly mounted, it is less apt to be broken whenmodels crashor other mishaps occur and furthermore, the use of the friction drive means, the yielding suspension means 24 and the flexible tube 2 I, the whole supercharger unit is adaptable to any type of model motor and being light in weight and emcient, the additional horse-power derived from the use of the supercharger more than compensates for the additional weight carried by the v craft. My supercharger may be used on any type of motor and for any types of model where it is desired to power the same with a small internal combustion motor. My device is very simple to install and once installed requires no further adjustments. By using the flexible tube ii, the supercharger may even be remotely-positioned relative to the motor, driven by other means, and the tube 2| still permits the air from the supercharger to be discharged into the air intake manifold of the motor.

Some changes may be made in the construction and arrangement of my improved supercharger for model motors without departing from the real spirit and purpose of my inven-' tion, and it is my intention to cover by my claims any modified forms of structure or use of mechanical equivalents which may bereasonably included within their scope.

I claim:

1. In combination with a model internal combustion motor having an air intake opening and a crank shaft, a supercharger unit comprising, a housing, intake openings in said housing, an outlet, a flexible tube having one end in communication with said outlet and its other end designed to be introduced into the air intake tube of the motor, a shaft rotatably mounted in said housing, an impeller blade secured to said shaft and designed to be rotated within said housing, a drive wheel on said crank shaft of said motor, a friction drive onv said shaft from said impeller blade, and a means for yieldingly holding said friction drive against said drive wheel;'said crank shaft turning said drive wheel when said motor is operating for actuating said friction drive and for causing a turbulence in the air emitted therefrom, and a means for conducting air between said outlet and the air intake of a model motor or like.

3. In a device of the class described, a housing formed of two shell members, a means for securing said shell members to each other, an air inlet into said housing formed by said shell members, an outlet from said housing, an impeller blade rotatably mounted within said housing and capable of drawing air into said housing through said inlet and forcing it out through said outlet when said impeller blade is rotated. a semi-flexible shaft member having one end secured to said impeller blade, a. friction drive wheel on the other end of said semi-flexible shaft member and designed to be rotated by an internal combustion motor, a means for yieldingly and rotatably securing said shaft to an internal combustion motor, and an elongated flexible tube member having one end in communication with the air. outlet of said housing and its other end designed to be introduced into the air intake of formed of two shell members, a means for securing said shell members to each other, an air inlet into saidv housing formed by said shell members, an outlet from said housing, an' im peller blade rotatably mounted within said housing and capable of drawing air into said housing through said inlet and forcing it out through said outlet when said impeller blade is rotated, a semi-flexibl shaftmember having one end secured to said impeller blade, a friction drive wheel on the other end of said semi-flexible shaft member and designed to be rotated by an internal combustion motor, a means for yieldingly and rotatably securing said shaft to an internal combustion motor, an elongated flexible tube member having one end in communication with the'air outlet of said housing and its other end designed to be introduced into the air intake of an internal combustion motor, and a means cooperative with the outlet from said housing for causing a turbulence in the air forced therefrom when said impeller blade is being rotated.

' members having a spiral groove therein and capable of having one end of a flexible tube secured thereto, the other end of said tube being so designed to be introduced into the air intake of a model motor, a means for pivotally securing said shell members to the crankcase of a model motor, a bearing block rotatably embracing said semi-flexible shaft, spring elements between said bearing block and the crankcase of a motor, a friction wheel on the outer end of said semiflexible shaft, and a. drive wheel on the crank shaft of the model motor capable of being contacted by said friction wheel; said friction wheel being held in driving engagement with said drive wheel by said spring elements.

DARYLE MESSNER. 

